Abstract: A system and method for suppressing cyclic noise components of a sampled sensor signal generates an error compensation signal that is subtracted from the sampled sensor signal to produce a corrected signal. A moving average of the sampled sensor signal, or sensor error signal, is obtained that corresponds to an error signal free of the non-cyclic component. An adaptive noise compensation algorithm is implemented by a compensation module with a minimum number of multiplications. The compensation module relies upon a unit base vector having a length equal to the number of base functions used to represent the cyclic noise component of the sensor signal, or equal to the number of samples over the sampling interval of the cyclic noise. This base vector is multiplied by an adaptive gain, which is a function of the difference between the sensor error signal and a compensation signal output from the adaptive compensation module.

Abstract: A method and apparatus is disclosed for recursively estimating vehicle mass and/or aerodynamic coefficient of a moving vehicle. The vehicle speed and push force data are collected and a segment of qualified data is then selected from the collected data. Newton's second law is integrated to express vehicle mass and/or aerodynamic coefficient in terms of vehicle push force and vehicle speed. This expression is then used in a recursive analysis of the qualified data segment to determine an estimated vehicle mass and/or aerodynamic coefficient.

Abstract: A closed-loop actuator control system includes a single PI controller for controlling one or more actuators to minimize an error between an engine operating parameter value and a reference parameter value. In multiple actuator systems, the control system of the present invention is operable to drive one actuator to its upper limit before transferring control to the next actuator. The proportional gain block of the PI controller preferably includes a bumpless gain feature operable to limit the rate of change of the proportional gain to thereby provide smooth gain scheduling. A feedforward block may optionally be included that preferably includes the bumpless gain feature. The actuator control system further includes anti-windup logic operable to disable the PI integrator if the actuator drive signal is upper or lower limit bounded and the error signal is greater or less than zero respectively, thereby creating dynamic saturation of the PI integrator.

Abstract: A closed-loop actuator control system includes a single PI controller for controlling one or more actuators to minimize an error between an engine operating parameter value and a reference parameter value. In multiple actuator systems, the control system of the present invention is operable to drive one actuator to its upper limit before transferring control to the next actuator. The proportional gain block of the PI controller preferably includes a bumpless gain feature operable to limit the rate of change of the proportional gain to thereby provide smooth gain scheduling. A feedforward block may optionally be included that preferably includes the bumpless gain feature. The actuator control system further includes anti-windup logic operable to disable the PI integrator if the actuator drive signal is upper or lower limit bounded and the error signal is greater or less than zero respectively, thereby creating dynamic saturation of the PI integrator.

Abstract: A method and apparatus is disclosed for recursively estimating vehicle mass and/or aerodynamic coefficient of a moving vehicle. The vehicle speed and push force data are collected and a segment of qualified data is then selected from the collected data. Newton's second law is integrated to express vehicle mass and/or aerodynamic coefficient in terms of vehicle push force and vehicle speed. This expression is then used in a recursive analysis of the qualified data segment to determine an estimated vehicle mass and/or aerodynamic coefficient.

Abstract: A system and method for controlling the speed of an engine, or a speed governor, receives an error signal indicative of the difference between the actual engine speed and a commanded engine speed. This error signal is passed through a linear controller that determines a fuel flow rate in units of volume per unit time. The fuel flow rate is a substantially linear function of engine speed, and more specifically engine speed error. The output of the linear controller is fed to a non-linear compensator that determines a fueling command signal as a non-linear function of actual engine speed and fuel flow rate. The speed governor can accurately control engine speeds at low idle conditions. In one embodiment, the non-linear compensator utilizes a three-dimensional table of fueling command values as a function of fuel flow rate and engine speed. In another embodiment, the compensator applies a transfer function utilizing low and high calibration speed values enveloping a low engine speed.

Abstract: A system and method for diagnosing output power of an internal combustion engine includes means for diagnosing potential causes of low engine output power or torque and means for estimating actual engine output power or torque. In a preferred embodiment of the diagnosis of engine output power, low engine output power is first investigated for authenticity to verify whether a low engine output power condition exists. If one exists, a zero fueling engine cranking test is conducted to determine whether relative compression values for each of the cylinders are within specification, and any problems associated therewith are corrected by service personnel. If the low engine output power problem is not corrected in accordance with the engine cranking test, a snap-throttle cylinder balancing test is conducted to balance the relative power contribution from each cylinder.

Abstract: A vehicle that has a drive train with an internal combustion engine, a transmission, and a number of ground engaging wheels. An operator-adjustable throttle control is monitored to provide a position signal corresponding to position of the throttle control. A sensor provides an observed speed signal corresponding to speed of the vehicle and a controller responds to the position signal and the observed speed signal to generate a target speed signal and an error signal. The target speed signal corresponds to a desired speed of the vehicle and is generated from a predetermined relationship between vehicle speed and throttle control position in accordance with the position signal. The error signal corresponds to a difference between the target speed signal and observed speed signal. The engine responds to the error signal to provide the desired vehicle speed for all operating speeds of the vehicle including a stopped or idle condition.

Abstract: A method and apparatus is disclosed for recursively estimating vehicle mass and/or aerodynamic coefficient of a moving vehicle. The vehicle speed and push force data are collected and a segment of qualified data is then selected from the collected data. Newton's second law is integrated to express vehicle mass and/or aerodynamic coefficient in terms of vehicle push force and vehicle speed. This expression is then used in a recursive analysis of the qualified data segment to determine an estimated vehicle mass and/or aerodynamic coefficient.

Abstract: A system and method for measuring individual cylinder power contribution by cutting out individual cylinders of a multi-cylinder engine and performing a snap-throttle test on the engine. Engine speed versus time data is collected and stored during each snap-throttle test. This data is then used to calculate the power contribution provided by each cylinder using various methods, such as a least squares analysis of the speed data or by an analysis of the kinetic energy of the test engine.